EP3245107A1 - Élément absorbeur d'énergie pour pare-chocs automobile - Google Patents
Élément absorbeur d'énergie pour pare-chocs automobileInfo
- Publication number
- EP3245107A1 EP3245107A1 EP15820223.4A EP15820223A EP3245107A1 EP 3245107 A1 EP3245107 A1 EP 3245107A1 EP 15820223 A EP15820223 A EP 15820223A EP 3245107 A1 EP3245107 A1 EP 3245107A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- hollow
- shell
- portions
- absorbing element
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000035939 shock Effects 0.000 claims description 29
- 239000000835 fiber Substances 0.000 claims description 17
- 239000002131 composite material Substances 0.000 claims description 16
- 239000000463 material Substances 0.000 claims description 12
- 239000006096 absorbing agent Substances 0.000 claims description 10
- 239000011159 matrix material Substances 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 claims description 5
- 230000002787 reinforcement Effects 0.000 claims description 5
- 239000012783 reinforcing fiber Substances 0.000 claims description 4
- 239000003733 fiber-reinforced composite Substances 0.000 claims description 2
- 238000010521 absorption reaction Methods 0.000 description 12
- 229910052751 metal Inorganic materials 0.000 description 7
- 239000002184 metal Substances 0.000 description 7
- 238000000034 method Methods 0.000 description 5
- 230000003014 reinforcing effect Effects 0.000 description 5
- 230000006378 damage Effects 0.000 description 4
- 239000011347 resin Substances 0.000 description 4
- 229920005989 resin Polymers 0.000 description 4
- 230000004323 axial length Effects 0.000 description 3
- 239000004744 fabric Substances 0.000 description 3
- 229920000049 Carbon (fiber) Polymers 0.000 description 2
- 239000004593 Epoxy Substances 0.000 description 2
- 239000004952 Polyamide Substances 0.000 description 2
- 238000004026 adhesive bonding Methods 0.000 description 2
- 239000004917 carbon fiber Substances 0.000 description 2
- 239000004033 plastic Substances 0.000 description 2
- 229920002647 polyamide Polymers 0.000 description 2
- 239000004753 textile Substances 0.000 description 2
- 229920001169 thermoplastic Polymers 0.000 description 2
- 229920001187 thermosetting polymer Polymers 0.000 description 2
- 239000004416 thermosoftening plastic Substances 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000002745 absorbent Effects 0.000 description 1
- 239000002250 absorbent Substances 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920006231 aramid fiber Polymers 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000004927 fusion Effects 0.000 description 1
- 239000003365 glass fiber Substances 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- SYHGEUNFJIGTRX-UHFFFAOYSA-N methylenedioxypyrovalerone Chemical compound C=1C=C2OCOC2=CC=1C(=O)C(CCC)N1CCCC1 SYHGEUNFJIGTRX-UHFFFAOYSA-N 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 229920000642 polymer Polymers 0.000 description 1
- 230000001902 propagating effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 235000013311 vegetables Nutrition 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
Definitions
- the object of the invention is shock absorbing energy structures, and more particularly the shock energy absorbing structures arranged at the front bumper and / or the rear bumper of a vehicle. motor vehicle.
- shock absorbing structures must make it possible, during the crash of the bumper in the direction of the vehicle, to consume a part, or even if possible, the totality of the energy of the impact in order to limit the deformations of the structures situated behind. the bumpers and the energy absorbing element, and to avoid the intrusion of foreign bodies, or the intrusion of even portions of the vehicle inside the passenger compartment of the vehicle.
- the shock absorbing structure In the case of a small impact, the shock absorbing structure must be able to limit the damage to the structure itself and to the elements in front of the shock energy absorbing structure in order to be able to repair the shock. vehicle at a lower cost, and maintaining the structural integrity of the elements lying behind the shock absorption structure.
- Shock absorbing energy structures of metal, for example steel or aluminum, are known.
- These structures generally have forms favoring an "accordion" crushing of the shock absorption structure in order to multiply the zones of plastic deformation, and thus to increase the amount of total energy absorbed.
- a metal beam is generally assembled which transfers the force of the impact to the shock absorbing structure during an impact along an axis not aligned with an axis of one of the shock absorption structures supporting the beam.
- These known devices are generally quite heavy, and are also bulky in the axial direction of the vehicle, in that they require available distances for crushing the structure which are felt on the total size of the vehicle in the longitudinal direction. of it.
- the aim of the invention is to propose impact energy absorption systems which have a smaller space in the longitudinal direction of the vehicle for the same shock energy absorption capacity.
- a shock energy absorber element for a motor vehicle comprising a hull structure comprising:
- the first one-piece shell portion forms at least a portion of each of the hollow beams and extends axially along the length of the hollow beams, between an attachment portion of the hollow beams on a vehicle structure and an axial end of the hollow beams remote. of the vehicle structure.
- the total material area of the straight sections of each hollow beam portion, perpendicular to the longitudinal axis, is decreasing between a first end of the beam portion and a second end of the beam portion.
- the first end of the hollow beam portion is typically an end through which the hollow beam portion is assembled on the vehicle.
- the second end of the hollow beam portion is typically one end of the hollow beam portion that is remote from the vehicle.
- Total surface area of material means the surface integral on a cross section of the hollow beam portion, counting only the portions of cross section actually occupied by the material forming the beam portion.
- (de) increasing from one end to the other of the beam portion is meant a non-constant monotonic variation from one end to the other of the beam portion.
- the variation is a strict (de) growth over a cumulative length of the beam portion which represents at least one quarter, preferably at least one third, and advantageously at least half of the Minimum distance between a beam assembly point on a vehicle structure at one end, and a point of the widest hollow beam portion of this vehicle structure at the other end of the hollow beam portion.
- the first portion of the one-piece shell and the two portions of hollow beams may be made of the same material.
- the first one-piece shell portion and the two hollow beam portions may be made by assembling at most three portions of one-piece hulls, or even at most two portions of monoblock hulls.
- Each portion of hollow beam may have a substantially frustoconical shape.
- the frustoconical surface may correspond to an outer skin, or to an inner skin of the portion of hollow beam, or to a surface included in the volume of material constituting the hollow beam.
- the frustoconical surface may optionally be a cylinder portion. Cylinder and truncated cone are understood here in the general sense, that is to say that their generators can rely on any closed curves, not necessarily of revolution. Non-frustoconical variants can be envisaged.
- the outer contour of each cross section of the beam may be in the outer contour of any cross section of the beam located closer to the first end of the beam. Consumption by deformation and / or rupture of the walls of the beam is thus section by section propagating to the more resistant sections, located closer to the vehicle.
- the radial thickness of the contour of the closed section of each beam is decreasing between the first and the second end of the beam portion.
- Each beam portion may comprise at least a first and a second fin area, at which the cross section of the beam extends outwardly from the closed middle contour of the beam forming a first fin in a foreground geometric reinforcement and forming a second fin in a second geometric reinforcement plane.
- the fins further increase the overall flexural strength of the beam, which allows to obtain in a shock energy consumption by local collapse in compression of the material of the beam, avoiding a buckling of the beam.
- the energy absorbing element may comprise at least one shell portion made of polymeric base matrix composite material and reinforced with long fibers.
- the polymer-based matrix may comprise in particular thermoset type resin (for example epoxy) or thermoplastic type resin (for example polyamide).
- Long fibers are here understood to mean fibers of length greater than or equal to one millimeter.
- the composite comprises "continuous" fibers, i.e., of length greater than or equal to cm.
- the composite comprises woven fibers, or comprises "mats" more or less isotropic fibers, for example carbon fibers, aramid fibers, glass fibers, or a mixture of these fibers and / or other known long reinforcing fibers, for example synthetic or vegetable fibers.
- the fibers of the composite can be oriented in cross directions, following known molding methods for composites from mats or matrix-impregnated reinforcing fiber fabrics.
- the composite material may comprise a mass fraction of fibers greater than 30%, preferably greater than 40%, and preferably between 50% and 80% by weight.
- the first one-piece shell portion, the second one-piece shell portion, and / or the second local shell portion and the third local shell portion may be made of the same composite material.
- the energy-absorbing element may comprise two half-shells of composite material assembled in at least two planar portions of each half-shell, each flat portion contributing to forming a portion of the thickness of one of the fin areas.
- the two half-shells can be of different shapes and sizes.
- One of the half-shells may be substantially larger than the other half-shell.
- a same half-shell can be assembled with two other half-shells to form two portions of hollow beams.
- the planar portions may advantageously comprise one or more portions that are in the zones fins.
- the joining zones between the half-shells also comprise at least one zone extending beyond the hollow-section beam portion.
- the hollow beam section is extended at one end by a shell portion which closes this end of the hollow beam portion by a surface substantially perpendicular to the longitudinal axis of the hollow beam.
- the assembly between the two half-shells may be made by gluing, or by other known methods, for example by friction, depending on the nature of the composite used.
- the method of assembly between the two half-shells is preferably chosen to ensure a surface cohesion between the two half-shells - as opposed to a series of point-links -, so that, after each break or destruction of a cross section of the beam, another cross section closed contour can resume the applied efforts.
- Each half-shell may be formed of fiber-reinforced composite material arranged in successive layers.
- the number of layers of reinforcing fibers may increase between the second and the first end of the hollow beam portion.
- All of the hollow beam portions may be defined by the first one-piece shell portion and a single second one-piece shell portion joined to the first one.
- all the portions of hollow beams may be each defined in part by the first one-piece shell portion and in part by another local shell portion specific to this hollow beam portion and assembled on the first portion of monoblock hull.
- the first end of the energy absorbing element can typically be assembled on a motor vehicle crossmember.
- the second end of the energy absorbing element can typically be assembled on a motor vehicle spar.
- a metal plate may optionally be interposed between the edges of the spar and the energy absorbing element, and the second assembly portions of the half-beams, either to allow to fix a traction ring of the vehicle screwed into the plate, and / or to avoid an erasure of the absorber element of energy inside the spar in case the energy absorbing element consumes itself according to an unforeseen chronology (for example following a break on the side of its largest section).
- the longitudinal axis of the beam may typically correspond to a vehicle forward axis, or longitudinal axis of the vehicle.
- the largest dimension of the beam is not necessarily its dimension along the longitudinal axis. More generally, the longitudinal axis of the beam may correspond to an axis of probable impact on the shock absorber element.
- FIG. 1 is a simplified perspective view of a shock energy absorption system according to the invention, typically located at the rear of a motor vehicle, the invention not being moreover not limited to this vehicle area;
- FIG. 2 is an exploded perspective view of a shock energy absorption system according to the invention according to a first embodiment
- FIG. 3 is an exploded perspective view of a shock energy absorption system according to the invention according to a second embodiment
- Figure 4 is a sectional view through a horizontal plane of a shock energy absorption system according to the invention.
- X represents the longitudinal direction -i.e. the front to rear direction of the vehicle, directed towards the rear of the vehicle
- Y represents the direction transverse to the vehicle, directed to the right of the vehicle
- Z is the vertical direction, directed upwards.
- an energy-absorbing element 1 comprises a shell structure 2 extending here in the transverse direction y of a vehicle, and comprising at least two portions 3 each in shape. of hollow beam, the beam axis extends in a longitudinal direction X of the vehicle.
- the hollow beam portions 3 have a profile such as a section in a vertical yz plane transverse to the vehicle, has a mean contour 6 which is a closed average contour of the hollow beam.
- the shell structure 2 comprises a first one-piece shell portion 4 extending over the transverse width (along the Y axis) of the shell structure 2 and comprising a first hollow beam wall 14, and a second hollow beam wall 1 5.
- the first hollow beam wall 14 extends at least along the length X-axis of a hollow beam portion 3, and constitutes at least one angular portion. (considering an angular measurement about the X axis) of the hollow beam portion over the entire axial length thereof.
- the second hollow beam wall 15 forms an angular portion of another hollow beam portion 3 located opposite the first hollow beam portion relative to the transverse length of the shell structure 2.
- the hull structure 2 has a larger dimension in the transverse direction Y of the vehicle.
- the two hollow beam portions 3 are disposed at each end of the shell structure 2.
- Each of the hollow beam walls respectively 14, 1 5 may extend radially (relative to the axis X) by at least one portion 1 and 17, extending perpendicular to the X axis and in which are provided assembly holes 25 for assembling the shell structure 2 on the vehicle, for example on spar 1 ends. 8 of the vehicle (longitudinal members visible in Figure 4).
- the first one-piece hull portion 4 can be assembled, as shown in FIG.
- first one-piece shell portion 4 and the second one-piece shell portion 5 may be for example glued together along the glue line shown here in an exploded view under the reference 26.
- the shell structure 2 thus comprises two hollow beam portions 3 arranged one at a right end of the 2 shell structure and the other, at a left end of the shell structure 2 -right and left defined relative to the vehicle-.
- the shell structure 2 may comprise a cross-member portion 23 extending between second ends 12 of each of the hollow beam portions 3, and maintained at a non-zero distance from the rest of the vehicle structure on which the shell structure 2 is assembled by first ends 1 1 of hollow beam portions 3.
- the first one-piece hull portion 4 and the second one-piece hull portion 5 can be assembled along substantially planar portions 7 and 8 each extending in a plane comprising the longitudinal axis X, and forming reinforcement zones in the form of radial vanes of each hollow beam portion 3, increasing the inertia of the section of the beam relative to the longitudinal axis of the beam portion 3.
- the hollow beam portions 3 may also be obtained by assembling on the first one-piece shell portion, a second local shell portion 9 and a third local shell portion 10. hulls 9 and 10 do not contribute to the central portion of crossbar 23.
- the second local hull portion 9 and the third local hull portion 10 are here assembled respectively on the first hollow beam wall 14 and the second hollow beam wall 1 5.
- the second local hull portion 9 and the third local hull portion 10 are here assembled between (in the direction of the Y axis) the first hollow beam wall 14 and the second hollow beam wall 1 5.
- the shell structure 2 comprises zones 1 3 front cover, at which are superimposed a shell thickness corresponding to the first portion 4 of one-piece shell and at least one other shell thickness.
- the other shell thickness may correspond to a portion of a second one-piece shell portion.
- the other thickness of shell may be a second local portion of hull 9 or a third local hull portion 10 in another embodiment.
- the front cover zones 13 may typically comprise shell portions extending substantially perpendicular to the X axis. A frontal impact force can thus be efficiently distributed between the at least two hollow beam portions 3 intended to consume the energy. shock impact.
- the hull structure 2 may comprise one or more orifices 21 opening inside at least one hollow beam portion 3, and making it possible to insert longitudinal fastening elements of the vehicle, such as, for example, a traction ring. 9.
- longitudinal fastening elements can be stowed for example to a metal reinforcing plate 20, arranged in a direction substantially parallel to the geometric plane YZ, between radial assembly edges 24 of the hollow beam portions 3 and the
- the metal plate 20 may for example be drilled and be assembled to a threaded nut in which is screwed a threaded end of the pulling ring 19.
- the pull ring 1 9 can be held radially relative to to the hollow beam portion 3 by a guide piece 22. It is possible to envisage alternative embodiments in which the pull ring 1 9 is screwed directly to the hollow beam portion 3. in the guide piece 22.
- straight section of the hull structure 2 is meant a cross-sectional plane that is perpendicular to the longitudinal axis X.
- a portion of cross section of the beam thus comprises a closed middle contour 6 of the beam, which can extend into two substantially radial protrusions corresponding to the first fin 7 and the second fin 8.
- the fins 7 and 8 are here in the same plane (sectional views they are aligned on the same straight line) but could be in different planes, these two planes crossing preferably in a direction parallel to the longitudinal direction X of the vehicle.
- At least one plate 20 is assembled between at least one end of a spar and a portion of hollow beam 3.
- a plate limits the possibilities of destruction of the element energy absorber by radial traction - opening of the hollow beam portion 3 assembled on the plate.
- the plate 20 is for example assembled between the end of a spar 1 8 of the motor vehicle, and the radial rims of assembly 24 surrounding the first end of the hollow beam portions 3, and comprising one of the attachment portions 16 respectively. or 1 7 of the first one-piece shell portion.
- This plate 20 also improves overall the structural strength of the hollow beam portion 3 by reinforcing the embedding effect of this beam at its first end January 1.
- a traction ring 19 is held radially, firstly by a portion screwed into the plate 20, and secondly by a guide piece 22 surrounding the rod of the Traction ring 19.
- the guide piece 22 provides a radial transfer of the forces exerted by the ring on the shell structure 2, and more particularly on the walls of one of the hollow beam portions 3 surrounding the rod of the ring.
- This guide piece 22 may be either abutted internally on the hollow beam portion 3, or threaded around the rod of the ring 19 so as to remain in contact with the rod of the ring 1.
- the ring 19 is preferably movable in translation relative to the guide piece 22, so as to avoid tearing the structure of the beam portion 3 if the rod was to be torn out of the plate 20.
- the surface of support of the guide piece 22 on the shell structure 2 is designed to limit the stress concentrations associated with the support of the guide piece 22 on the shell 2.
- the axial length of the contact zone between the guide piece 22 and the shell 2 is preferably at least equal to the axial length of the poten area contact between the rod of the ring 19 and the guide piece 22. If possible, around the rod of the ring 19, the angular portion of the guide piece which is in contact with the shell structure 2, is at least one-third of the circumference of the guide piece 22.
- the guide piece 22 may comprise a cup, for example metallic, the outer contour substantially matches the inner contour of the hollow beam portion 3 in which it is inserted. This gives a minimum weight structure ensuring a good transfer of the radial forces of the traction ring 19 towards the shell structure 2.
- Each of the first and second one-piece shell portions and / or each of the local shell portions may advantageously be made of an organic matrix composite material, for example a thermoset (for example epoxy) type resin matrix or a thermoplastic type resin matrix (for example polyamide example) reinforced with carbon fibers, or with other fibers having high compressive stress.
- the fibers are preferably used in the form of woven structures or nonwoven textile structures.
- the reinforcing fabric layers or textile "mats" may be superimposed to combine a plurality of preferred fiber alignment directions and to obtain a high compressive strength of the composite for a plurality of potential impact directions on the absorbent element of the composite. shock energy 1.
- the percentage of fibers used may be relatively high, for example at least equal to 30% by weight of fibers, and preferably greater than 45% or even 55% of fibers by weight.
- the two molded half-shells made of composite material may be assembled together, preferably using techniques which make it possible to join continuous surfaces of each of the two half-shells, for example by gluing, by plastic "welding" -assembly with local fusion of surfaces to be assembled - or by other methods of assembly.
- the absorber element 1, and in particular its hollow beam - shaped portion 3 is designed to locate the damage of the absorber element 1. the beam on the side of the second end 12 of the hollow beam portion. In this way, during an impact on the crosspiece portion 23, or during an impact directly to the right of one of the absorber elements 1, the energy of the impact is used to deform or to destroy by crushing the beam portion 3 by consuming the beam portion 3 progressively from its second end 12.
- the total area value corresponding to the solid areas of the cross-section of the beam portion 3, is increasing between the second end 12 -distant of the vehicle of the hollow beam portion 3, which is for example the end supporting the cross-section portion 23, and the first end 1 1 -assembled on the vehicle- of the hollow beam portion 3.
- This evolution of the section can be obtained by gradually increasing the outer circumference of the closed middle contour 6 of the beam between its second end and its first end.
- the portion 3 of hollow beam may thus have a substantially frustoconical shape flaring towards the first end 1 1 of the beam portion.
- the radial thickness "e" of material at the level of the closed middle contour of the beam can also be increasing between the second end 12 and the first end 1 1 of the portion of beam 3. This variation in thickness can be obtained by increasing between the second and the first end, the number of reinforcing fabric thicknesses or the number of "matte" thicknesses reinforcing the composite material.
- the hollow beam portion may be designed to be even more rigid in bending on the side of its first end 1 1 than on the side of its second end 12.
- Such rigidity can be obtained for example by increasing the quadratic moment of the beam around one of the transverse axes Y or Z of the straight sections of the beam.
- the increase of a quadratic moment can be obtained by increasing the total thickness of the closed average contour, or by increasing the distance of the closed contour, with respect to the axis (for example Y or Z) by ratio at which the quadratic moment is calculated.
- the invention is not limited to the embodiments described and can be declined in many variants. It is possible to envisage variant embodiments in which the second local shell portion 9 and the third local shell portion 1 0 are assembled on both sides (in the direction of the Y axis) of the first one-piece shell portion 4 , by docking the first hollow beam wall 14 and the second hollow beam wall 15 by the outside of the one-piece shell portion 4. It is also possible to envisage different embodiments, in particular of the embodiment of FIG. 3, and in which the widest one-piece shell portion along the transverse axis Y, and encompassing the other one - piece hull portion would be the one - piece hull portion closest to the vehicle. Embodiments may be envisaged in which the material section of the hollow beam portions increases between the end assembled to the vehicle structure and the remote end of the vehicle.
- the shock absorbing element may be made in a single one-piece shell, or may be made on the contrary by assembling more than two shell portions, at least two, and preferably at least three of the hull portions extending according to the invention.
- longitudinal axis X between the vehicle and a cross member protecting the vehicle from the front or rear shocks.
- the cross member may be formed by one or more of the hull portions.
- the shock absorbing member may be disposed between the vehicle and an extreme front beam, between the vehicle and a rear end beam, between the vehicle and a front bumper shell, between the vehicle and a rear bumper shell.
- the material section of the hollow beam portion could be decreasing from the far end of the hollow beam portion to the vehicle.
- the total section of the hollow beam portion can vary without the thickness of the hulls constituting the hollow beam portion varies.
- the hollow beam may have a constant average contour section, but of variable radial thickness.
- the energy absorbing element according to the invention integrates both energy - consuming structures 3 and a crossbar structure for transferring the energy of the impact to these energy - consuming structures.
- a plurality of shock absorbing members share a common hull member.
- the common hull member transversely connects two shock absorbing members and is part of a cross member connecting the two shock absorbing members.
- the energy - absorbing element according to the invention makes it possible to considerably lighten the mass of the vehicle, and also makes it possible to reduce the longitudinal dimensions of the vehicle, by using portions of hollow beams forming energy consuming structures 3 capable of absorbing the same amount of energy as conventional metal structures over a shorter distance.
- the invention makes it possible to reduce the congestion related to the assembly system of a cross member on impact energy absorption structures, the cross member and the energy absorption structure comprising here portions of common hulls.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1550280A FR3031482B1 (fr) | 2015-01-14 | 2015-01-14 | Element absorbeur d'energie pour pare-chocs automobile. |
PCT/FR2015/053437 WO2016113477A1 (fr) | 2015-01-14 | 2015-12-11 | Élément absorbeur d'énergie pour pare-chocs automobile |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3245107A1 true EP3245107A1 (fr) | 2017-11-22 |
EP3245107B1 EP3245107B1 (fr) | 2019-02-20 |
Family
ID=52684553
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15820223.4A Active EP3245107B1 (fr) | 2015-01-14 | 2015-12-11 | Élément absorbeur d'énergie pour pare-chocs automobile |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3245107B1 (fr) |
FR (1) | FR3031482B1 (fr) |
WO (1) | WO2016113477A1 (fr) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE541585C2 (en) * | 2016-11-22 | 2019-11-12 | Gestamp Hardtech Ab | Bumper beam |
US10507776B2 (en) * | 2017-10-12 | 2019-12-17 | GM Global Technology Operations LLC | Fiber-reinforced composite bumper beam and crush members |
US10618483B2 (en) * | 2018-01-31 | 2020-04-14 | GM Global Technology Operations LLC | Multi-component composite energy-absorbing structure having a corrugated joint |
CN118094670B (zh) * | 2024-04-28 | 2024-07-05 | 华南理工大学 | 一种非均匀厚度多稳态结构的缓冲吸能性能优化设计方法 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2862262B1 (fr) * | 2003-11-18 | 2007-01-12 | Peugeot Citroen Automobiles Sa | Armature de pare-chocs destinee a etre implantee a l'avant d'un vehicule automobile. |
FR2959706B1 (fr) * | 2010-05-04 | 2012-08-10 | Noiseenne D Outil De Presse Soc | Dispositif d'absorption d'energie, notamment pour pare-chocs de vehicule automobile |
FR2980145B1 (fr) * | 2011-09-16 | 2013-11-29 | Faurecia Bloc Avant | Poutre de pare-chocs, ensemble pare-chocs et vehicule equipes d'une telle poutre de pare-chocs |
FR2998524B1 (fr) * | 2012-11-28 | 2017-05-26 | Faurecia Bloc Avant | Ensemble de pare-chocs pour vehicule automobile a deux demi-coques |
-
2015
- 2015-01-14 FR FR1550280A patent/FR3031482B1/fr not_active Expired - Fee Related
- 2015-12-11 EP EP15820223.4A patent/EP3245107B1/fr active Active
- 2015-12-11 WO PCT/FR2015/053437 patent/WO2016113477A1/fr active Application Filing
Also Published As
Publication number | Publication date |
---|---|
FR3031482A1 (fr) | 2016-07-15 |
FR3031482B1 (fr) | 2018-04-27 |
EP3245107B1 (fr) | 2019-02-20 |
WO2016113477A1 (fr) | 2016-07-21 |
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